Fluid-pressure brake system.



PATENTED OCT. 4, 1904.

2 SHEETS-SHEET 1..

' M. W. HIBBARD. FLUID PRESSURE BRAKE SYSTEM.

APPLIOATIOI FILED IAB.. 13, 1903.

PATENTED OCT. 4, 1904.

M. W. HIBBARD. FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED MAB.. 13, 1903.

2 SHEETS-SHEET 2.

N0 MODEL.

' UNITED STATES Patented October 4, 1904.

PATENT OFFICE.

MAURY 1V. HIBBARD, OF CHICAGO, ILLINOIS, ASSIGNOR TO RICHARD FITZGERALD,OF CHICAGO, ILLINOIS.

FLUID-PRESSURE' BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 771,634, dated October4, 1904.

Application filed March 13, 1903.

Be it known that I, MAURY W. HIBBARD, residing` at Chicago, Cook county,Illinois, have invented certain new and useful Improvements inFluid-Pressure Brake Systems, of which the following is a specification.

My invention pertains to apparatus for providing a partial brakingpressure for a car empty and a full or increased braking pressure fi'ora car loaded, according to the same general principles involved in myprior Letters Patent, Nos. 683,205 and 699,386, issued on September 24,1901. and May 6, 1902, respectively, and in my pending application,filed February 25, 1903, Serial No. 145,018.

In the drawings, Figure 1 is asection ofa ,valve apparatus embodying mypresent invention; Fig. 2, a section on line A B of Fig. 1; Fig. 3,'asectional elevation of my valve apparatus, the section beingtaken on theline C D of Fig. 1; Fig. 4, a plan or' the valve-seat, and. Fig. 5 aplan of the valve.

The main valve of my present construction is of the same generalcharacter and operation as that of my prior patent, No. 699,386, towhich reference lmay be had for a more detailed description of theconstruction than intended to be given herein. In the present instancethe main valve is of the rotary type, as in said Patent No. 699,386; butthe automatic valve locking and controlling device is arranged withinthe same casing as the main valve and closely associated therewith inthe same general manner as 'in my said pending application.

Referring to the drawings, the valve-casing 1 is provided with aninterior chamber 2, arranged to communicate with the usual auxiliaryreservoir (A R) of the brake equipment of Serial No. 147,593. (Nomodel.)

hereinafter described; third, a port 8 (B C) leading from thebrake-cylinder, and, fourth, a port 9 (B D) .leading toapressure-reducing or blow-down device 10, that may be ofthe samegeneral construction as that of my prior Patent No. 699,386.

The main valve 11 Works upon the valveseat 5 and is-provided withsuitable means to control said ports on such seat. In the presentinstance this valve is provided with a transverse port 12 and twocircular or curved recesses 13 and 14. The valve is operated by a stem15, projecting through the casing and into the valve-chamber and capableof rocking or oscillating the valve to which it is operatively connectedin suitable manner. To the outer end of this valve-stem is attached theoperatinglever 16, connected with the usual bleed-rods extending toopposite sides of the car.`

The automatic valve lock or controller cornprises in the presentinstance a holding-disk 17, operating in the valve-chamber 2 andactuated vby the valve-stem. To this end the holding-disk has a stem 18extending from opposite sides of the disk, the inner end of which stemadjacent the valve-stem 15 is provided with a slot or socket 19,receiving a depending lug 20 of the valve-stem, with the result thatwhen the valve and its stem are rocked the holding-disk is reciprocatedin one direction or the other, according to the direction of movement ofthe valve. The outer endof the stem of the holding-,disk projects into achamber 21, formed in a block or extension piece 22, secured in suitablemanner to the valve-casing 1. A coiled spring 23 is arranged within thechamber 21 and surrounds the stem 18 therein. The function otl thisspring is to normally keep the valve in the position shown-that is,empty-car position, and to restore the parts to such normal positionafter a movement either to bleed position or to "loaded -car position.F01' this purpose the spring bears at one end against a ring 24,arranged to abut a shoulder 25 on the stem 18, and bears at the otherend against a ring 26, arranged to abut a sleeve 27, pinned or otherwisesecured to the outer end of such stem 18, and also to abut the inner endof a hollow screw-cap 28, all as clearly shown in Fig. 1.

The left-hand wall, Fig. 1, of the valvechamber is provided with agasket 29 or the like to form a seat for the annular bead or flange 8Oon one face of the holding-disk, with the result that when this disk isseated by movement oi' the valve for loaded-car braking' and thepressure thereupon exhausted, as hereinafter explained, from the inneror left hand side thereof, Fig. 1, the pressure of the valvechamberexerted on the other side will hold the disk seated, and consequentlykeep the parts to their shifted position, which is loadedcar position.rlhe stem 18 of the holding-disk passes loosely through the gasketandwall of the block 22, thereby permitting oi' the communication for theair-pressure between the valve-chamber 2 and the spring-chamber 21. Toprovide for the exhausting of this latter chamber, a small passage 8lleads therefrom, as seen in Figs. 1 and 2, and opens out as thecontroller-port 7 upon the valve-seat 5.

If desired, the communication between the valve-chamber and thesupplemental reservoir may be provided with a check-valve, which in thepresent instance is a loaded valve. As shown, the block orextension-piece 22 is provided with a valve-chamber 32,communicatingwith the valve-chamber 2 and the supplemental reservoir 4, in whichchamber 32 is arranged a check-valve 33 normallyfheld pressed to theright, Fig. 1. and upon its seat by the spring 34. rlhe check-valvespring is of a suiiicient predetermired tension yto hold the check-valveseated against a certain auxiliary reservoir pressuresay fifty pounds sothat no pressure will be admitted into the supplemental reservoir untilthis predetermined pressure has been reached. The check-valve normallyprevents the iiow of air under pressure from the supplemental reservoirto the main valve-chamber; but in order to open the valveand hold itopen for loaded-car braking, so as to obtain the combined volumes of thetwo reservoirs for braking` purposes, the check-valve is provided with astem 85, projecting into the valve-chamber 2 and into the path ofvmovement of an extension or linger 36 on the upper side of theholding-disk, with the result that when such disk is reciprocated totheleft,l Fig. 1, the check-valve is opened and held opened so long as thedisk is maintained in such shifted or adjusted position.

When the parts are in the normal position shown, the brake system of thecar operates'in thewell-known way, with the additional result 'thatowing to the cooperation at this time of the pressure-regulating deviceor blowdown the brake-cylinder pressure is prevented from exceeding apredetermined amount in service application of the brakes and isyreduced to such predetermined amount in emergencyapplication, all as isusual andwell-understood in my system now in use. In normal position theonly ports connected by the main valve are the ports 8 and 9, connectedby the recess 14, whereby the brake cylinder is brought intocommunication with the blowdown. Furthermore, the braking is done atthis time by auxiliary reservoir pressure alone, inasmuch as thecheck-valve cuts off the liow from the supplementary reservoir. Forloaded-car braking the main valve is partially rotated in a clockwisedirection through the pushing inward by the trainman of one oil thebleed-rods, with the result that the lug 2O on the main valve-stemforces the controller-stem 18 to the left, Fig. 1, and thereby causesthe holding-disk to seat on the gasket 29. This movement of thecontrollerstemis against the tension of the helicalspr'ing 23, whichbecomes compressed, inasmuch vas the ring 26 is limited and the otherring, 24, is moved by the stem 18 outwardly tothe left. When theholding-disk is thus seated, the main valve cuts the blow-down out ofservice and with its recess 13 connects the controllerport 7with therelease or exhaust port 6, whereupon the pressure in thecontrollerchamber and also upon the left-hand side oi' the holding-diskis released. The pressure in the valve-chamber 2 now holds the disk toits seat against the tension of its spring and maintains such adjustedposition of the parts as long as sufficient air-pressure remains in thevalve-chamber to overcome the restoringspring 23. When the holding-diskis shifted to the left, as just described, its finger 36 forces thecheck-valve open and holds'the same open, with the result that the tworeservoirs are now connected and-the combined volumes thereof made'available for braking purposes and increased braking power therebyobtained. Whenever the pressure in the main valve-chamber ceases fromany cause the controller-spring acts to restore the movable `parts toAempty-car position. `To bleed the reservoir, the trainman pulls one ofthe bleedrods outwardly, and 'thereby partially rotates the main valvein an anticlockwise direction against the tension of thecontroller-spring. In this shifted or adjusted position 'of the valvethe port 12 is brought into register `with the exhaust-port 6,and theauxiliary reservoir is consequently exhausted or bled.

I claim-- 1. In combination with an air-brake system and a supplementalreservoir therefor, la device adapted to be adjusted for braking a carin proportion to its empty andl its loaded weight and comprising acasing having avalvechamber in communication with the-supplementalreservoir andthe auxiliary reservoir, and arranged in said chamber, anda controller comprising a holding-disk adapted to be seated inloaded-car braking and connected with the valve to hold it whenadjusted, said valve "being arranged to exhaustthe air yfrom-one sideIOO ITO

.independently'of the valve.

2. In combination with an air-brake system and a supplemental reservoir,a valve-casing having a chamber in communication with said reservoirs, amain valve operating in said chamber, and a controller arranged to holdsaid-valve in an adjusted position and comprising a holding-disk locatedin such chamber and adapted to seat therein, a stern for said disk, anda stem for said valve adapted to operatively7 engage and actuate saidstern of the disk, said c asing having a passage leading from thechamber on the seating side of the disk and governed by said main valve.

3. In combination with an air-brake system and a supplemental reservoir,a Valve-casing having a chamber in communication with said reservoirs, Aa main valve operating in said chamber,fand a controller arranged tohold said valve in an adjusted position and comprising a holding-disklocated in such chamber and adapted to seat therein, a stem for saiddisk and provided with a slot, and a stem for said valve provided with alug received by said slot whereby said disk partakes of the ,movementsof the valve, said casing having a and a supplemental reservoir, avalve-casing having a chamber in communication with said reservoirs, amain valve operating in said chamber, and a controller arranged to holdsaid valve in an adjusted position and comprising a holding-disk locatedin such chamber and adapted to seat therein, a stem 'for said disk andprovided with a slot, and a stem arranged at right angles to thedisk-stem and having a depending lug-received by said slot whereby saiddisk partakes of the movements ofthe valve, said casing having a passageleading from the chamber on the seating side of the disk and governed bysaid main valve.

5. In combination with an air-brake system and a supplemental reservoir,a valve-casing having a main valve-chamber in communication with saidreservoirs, a block or extension 22 secured to said casing andcontaining a chamber 21 communicating with-the valvechamber and havingan exhaust-port 3l, a valve operating in said valve-chamber and adaptedto control said exhaust-port, a holding-disk operatively connected withsaid valve and having a stem'v extending in the chamber 21, and a springarranged in the latter chamber tending to hold the disk to normalposition, said disk being adapted to'seat and to be held to shiftedposition by the exhaust of air-pressure from chamber 21.

6. In combination with an air-brake system and a supplemental reservoir,a valve-casing having a main valve-chamber in communication with saidreservoirs, a block or extension 22 secured to said casing andcontaining a chamber 21 communicating with the valvechamber and havingan exhaust-port 31, a valve operating in said valve-chamber and adaptedto control said exhaust-port, a holding-'disk operatively connected withsaid valve and having a stem extending in the chamber 21, a springarranged in the latter chamber tending to hold the disk to normalposition, said disk being adapted to be held to seated position byexhaust of pressure from chamber 21, and rings 2a and 26 arranged tocooperate with shoulders formed on the disk-stem and against which theends of the spring abut.

7. In combination with an air-brake system and a supplemental reservoir,a valve-casing having a main valve-chamber in communication with saidreservoirs, a block or extension 22 secu red to said casing and formingone wall of the valve-chamber, a gasket 29 arranged on said Wall to forma seat, said extension arranged on said wall to form a seat, saideXtension having a chamber 2l communicating with the valve-chamberthrough an opening in said wall and gasket, a valve in saidvalve-chamber, a holding-disk also arranged therein and adapted to seaton said gasket, a disk-stem operatively connected with said valve andeX- tending in chamber 21 through said opening, anda spring arranged inthe latter chamber and acting to restore the disk and valve to normalposition, said extension having an eX- haust-port leading from chamber2l and governed by said valve.

8. In combination with an air-brake system and a supplemental reservoir,a valve-casing having a chamber'in communication with said reservoirs, arotary valve operating in said chamber, means forestablishingcommunication between said reservoirs for loaded-carbraking, and mechanism for controlling said means comprising aholding-disk operatively connected with the valve and adapted to beseated in said chamber, said casing having an exhaust-port leading fromthe chamber on one side of the disk and governed by said valve.

9. In combination with an air-brake system and a supplemental reservoir,a valve-casing having a chamber in communication with said reservoirs,means arranged in said casing' for establishing communication betweensaid reservoirs for loaded-car braking, and a controller operatingwithin said chamber for actuating and holding said means to its setposition for such braking.

V10. In combination with an air-brake system and a supplementalreservoir, a valve-casing having a chamber provided with passagesadapted to communicate with said reservoirs respectively', meansarranged .in the passage to the supplemental-reservoir passage for es-Ytablishing free communication from the supplemental reservoir to the'chamber when adjusted for loaded-car braking, and a controller IOOoperating within said chamber for actuating and holding said means toadjusted position.

11. In combination with an air-brake system and a supplementalreservoir, a valve-casing having a chamber provided with passag'esadapted to communicate with said reservoirs respectively, means arrangedin the passage to the suppleinental-reservoir passage 'for establishingfree communication 'from the supplemental reservoir to the chamber whenadjusted for loaded-carbraking, being' arranged to prevent communicationfrom the supplemental reservoir at other times, and a controller locatedin said chamber and operated by the pressure of the brake system oi' thecar, said controller being adapted to actuate and hold said means toadjusted position.

12. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliaryreservoir, a check-valve arranged in such communication, and means forholding said valve open when opened for loaded-car braking.

13. In combination with an air-brake system and a supplemental reservoirarrang'ed to be put into communication with the usual auxiliaryreservoir, a check-valve arranged in such communication, and meansdependent upon the presence o't' air-pressure in the system for holding'said valve open when opened for loaded-car braking.

14. In combination with .an lair-brake system and a supplementalreservoir arranged to be put into communication with the usual auxiliaryreservoir, a loaded check-valve arranged in such communication, andmeans for holding said valve open when opened for loaded-car braking.

15. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliaryreservoir, a check-valve arranged in such communication andspring-messed to assure suiiicient braking pressure in the auxiliaryreservoir bci'ore'the supplemental reservoir is charged, and a.controller for holding the check-valve open when opened for loaded-carbraking.

16. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliaryreservoir, a check-valve arranged in such communication andspring-pressed to assure suflcient braking pressure in the auxiliaryreservoir before the supplemental reservoir is charged, and a controllercontrolled by the fluid-pressure ot' the .brake system of the car forholding the check-valve open when opened for loaded-car braking.

17. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliary reservoirfor obtaining increase-d braking power, a valve-casing havingl a chambercommunicating with said reservoirs, a check-Valve normally closing thecommunication from thesupplemental reservoir to the chamber and theauxiliary reservoir, and means adjustable for loaded-car braking foropening' such check-valve.

18. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliary reservoirfor obtaining increased braking power, a valve-casing having a chambercommunicating with said reservoirs, a checkvalve normally closing thecommunication from the supplemental reservoir to the chamber and theauxiliary reservoir, adjustable means for opening' such check-valve forloadedcar braking, and a controller for holding said means to adjustedposition.

19. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliary reservoirFor obtaining increased braking power, a valve-casing' having a chambercommunicating withsaid reservoir, a checkvalve normally closing thecommunication from the supplemental reservoir to the auxiliaryreservoir, a movable member arranged to be adjusted to contact and openthe checkvalve, and means for holding such member in adjusted positionso long as air-pressure remains on the car.

20. In combination with an air-brake system and a supplemental reservoirarranged to be put into'communication with the usual auxiliary reservoirfor obtaining increased braking' power, a valve-casing having a chambercommunicating with said reservoirs, a checkvalve normally closing thecommunication from the supplemental reservoir to the auxiliaryreservoir,a member movable in said chamber and adapted, when adjusted,to contact and open the check-valve, and means controlled by thepressure of the brake system ofthe car and cooperating with said memberto hold it to adjusted position.

21. In combination with an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliary reservoirfor obtaining' increased braking power, a Valve-casing' having a chambercommunicating with said reservoirs, a checkvalvc normally closing thecommunication from the supplemental reservoir to the auxiliaryreservoir, said check-valve having a stem projecting' into the chamber,a `linger movable in said chamber and adapted, when moved or adjusted,to contact said valve-stem and open the check-valve, and means forholding said finger in adjusted position for loaded car braking'.

22. In combinationcwith an air-brake system and a supplemental reservoirarranged to be put into communication with the usual auxiliary reservoirfor obtaining increased braking' power, a valve-casing having a chamberIOO TIO

adjusted for loaded-car braking, and a nger carried by said disk andadapted t0 Contact said Valve-stern for opening the cheek-Valve. I0

MAURY W. HIBBARD. Witnesses:

S. E. HIBBEN, LOUIS B. ERWIN.

